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Ericson Yachts has gotten a lot of mileage out of footers over the years. Way back when in , the first Ericson 35 was a typical CCA cruising boat, with a long keel and attached rudder.
In , the Ericson was introduced. The stayed in production until , when it was replaced by the , a larger, more modern boat. The was a very successful design�about were built over 13 years. She was not an IOR International Offshore Rule design, but the boat rated reasonably well under the new rule, and raced competitively at the local level.
It took designers several years to develop the types of ill-tempered boats that we now think of as IOR designs. This allowed wholesome production boats such as the Ericson 35 to be reasonably competitive at the local level. The is a good-looking boat.
She has a very strong sheerline, powerful forward but not overly springy aft. The stern is hollow in profile, and the stem profile is just convex enough to look like a straight line. The deckhouse is low in profile, despite the relatively low freeboard of the boat. Aesthetically, the only thing you can quibble with is the overly wide transom, which is fortunately not very high. The temptation to use these ugly modern rear ends as billboards has proven overwhelming, resulting in a whole new industry in the last decade: transom art.
You need to put the concept of speed into perspective. Same designer and builder, same concept; faster, more modern boat. The Crealock 37, for example, is about 20 seconds per mile slower than the Ericson Owners give the boat average marks for stability, frequently commenting that stability is not a problem as long as sail is reduced appropriately. Frankly, this is true on almost any reasonably high-performance boat. You should also set up the boat so that she can be reefed as easily as possible.
The cockpit is divided into two sections by a full-depth fiberglass bridgedeck which carries the mainsheet traveler. On wheel-steered models, the helmsman steers from the aft cockpit, and the sail handlers work Ericson Sailboat Reviews Facebook from the forward cockpit. In tillersteered boats, the helmsman sits toward the forward end of the main cockpit.
When racing tiller-steered boats, the mainsheet tender will sit in the aft cockpit. The aft-mounted wheel does clean up the forward cockpit nicely, giving you very good lounging space. Several owners have added pounds or so of additional ballast, and report that it makes the boat slightly stiffer without noticeably slowing her down in light air.
As designed, the main boom is very high off the deck, and has a pronounced droop at its after end. This is purely a device to reduce rated sail area for racing.
Unfortunately, the high boom can make it really awkward for a very short crew member to furl the sail or hook up the main halyard. Some s we have seen Sailboat Reviews And Ratings 3d Model have no main boom topping lift. Instead, a short length of wire is seized to the backstay, and hooked into the end of the main boom. This is totally unseamanlike, and potentially very dangerous. This system should be removed immediately from any boat, and replaced either with a permanently-attached topping lift, or a fixed vang such as the Hall Quik Vang.
The double spreader rig�unusual on a boat this small when the was introduced�allows for fair tight sheeting angles, particularly when you add in the narrow beam of the boat. The spar section itself is quite rugged�not something you can bend very easily. This is a good all-around sailing boat, with no particular quirks either upwind or downwind.
Ease the traveler down, flatten the main, and the helm should be reduced. The Ericson has an uncored hull built in a split mold. The two halves of the hull are glassed together with 11 laminations of mat and roving. Nevertheless, you should carefully examine the hull centerline on the outside of any boat you are considering, checking for cracks. Keeping chainplates watertight is a constant battle, particularly on a boat that is sailed hard. Problems should show up in the form of discoloration or delamination of the main bulkhead where the chainplates pierce the deck.
Unfortunately, the damage may Hunter 23 Sailboat Reviews be hidden under covering fascia at the edge of the bulkhead in the main cabin, so some disassembly and probing may be required. The chainplates are stainless steel straps, with integral welded caps designed to be bedded to the deck. If the bolts holding the chainplates to the bulkheads are snugged up tight, and if the caps are thoroughly bedded in either polyurethane or polysulfide, you should be able to keep the chainplates dry.
However, it may require a one-time disassembly and removal of the chainplates to properly bed and install them. The ballast is a lead casting dropped into the molded fiberglass keel. Examine the leading edge and bottom of the keel carefully for signs of hard grounding which may have damaged the keel shell. Early s are equipped with gate valves on through hull fittings, rather than seacocks. Gate valves should immediately be replaced with more conventional tapered plug seacocks or ball valve seacocks, which can be firmly attached to the hull.
Depending on the strength of the stem of the through hull fitting to support the shutoff valve�as you do with gate valves�is a risky proposition. You can end up with the valve in your hand and a big hole in the hull, which is a bit of a problem if your boat happens to be in the water at the time.
Headsail sheet winches are mounted on fiberglass islands that are part of the deck molding. One owner reports that the plywood reinforcement in the top of the winch islands has rotted, the result of an improperly bedded winch. Plywood is frequently used by builders to add compression strength to laminates under hardware. No builder we know of takes the time to seal the core that is exposed when you drill for through-fastenings, so bedding is required.
Owners of two boats in our survey said their hulls were badly blistered. Up until , you could get any engine you wanted in the Ericson as long as it was the Atomic 4 gasoline engine. After that a variety of diesels were offered as options until , when a switch to diesels was made throughout the sailboat industry. The most common diesel used in the boat in the mids was the Westerbeke , a heavy horse engine.
There are two different engine placements. In early models, the Atomic 4 is tucked under the aft end of the dinette, in the main cabin. Owners give this installation high marks for engine accessibility, and it keeps the weight in the middle of the boat. Boats with the two-settee main cabin have the engine mounted aft, under the companionway. The engine is far less accessible in this location. Watch out for terneplate steel fuel tanks on older boats. These are a potential fire hazard, as they are very susceptible to rust-out.
The fuel capacity of Several owners report having incorrectly-propped engines, although it is not clear whether these are original engines or replacements. The original engine exhaust is a water jacket system, fabricated of steel. Pinholes eventually develop between the walls of jacketed systems.
These can allow water back into the engine. Despite the narrow beam, the Ericson has a reasonably roomy, well thought out interior. Actually, it has two somewhat different interiors. Interior decor changed significantly over the years. Early boats have mahogany interiors: varnished mahogany bulkheads, mahogany trim, mahogany hull ceiling.
Very late boats have the all-teak interiors that became the fashion by the late 70s. The all-teak interior is very dark, although rich-looking. The best thing to do with the teak interior is to varnish it. Use matte-finish varnish for veneered surfaces such as bulkheads, and high-gloss varnish on all solid wood. Of course, this is a lot of work. The main reason that builders went to teak interiors is that they save a fortune in finishing time and money.
The higher cost of teak is more than offset by the time savings. To properly varnish the interior of this boat would take about hours, while a coat of oil could be applied in two working days. The mahogany interior of older s is substantially lighter in color then the teak interior.
There is also more contrast between the face veneer of the plywood bulkheads and the darker color of the solid mahogany trim. The mahogany must be kept wellvarnished; an oil finish will not provide adequate protection for the mahogany surface. Simply sand the surface to remove all trace of gloss, then paint with a low-luster finish such as Interlux Cabin Enamel.
Leave the solid wood trim varnished for a nice contrast. Painting out teak veneer surfaces is more of a problem, since the teak is likely to be oiled. Paint adheres poorly to teak in the best conditions, and very poorly to oiled teak. All models have a conventional forward cabin: Vberths, storage shelves over, drawers and bins below. The gallon stainless steel water tank is also mounted under the berth.
This is an inadequate water supply for a boat with five berths that is to be used for anything more than weekend cruising. Several owners report adding additional tanks. Thanks to fine forward sections, the foot of the Vberth is extremely narrow. Several owners have built inserts to turn these berths into a double, but the job is complicated by a cutout at the head of the starboard berth, a feature designed to add elbow room. In port in good weather, ventilation in the forward cabin is good, thanks to an opening overhead hatch.
The head compartment is reasonably roomy, and has good storage.
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